Vous comprendrez donc que lorsqu’il est venu le temps de choisir les pneus que Bronco allait avoir, il était inconcevable qu’on puisse y lire WRANGLER sur le flanc de ceux-ci et ainsi porter le nom de la compétition.
Le constructeur a donc demandé à Goodyear de retirer le terme WRANGLER sur ses pneumatiques qui seront mis sur les véhicules Bronco. Donc il sera impossible d’y voir la mention WRANGLER sur l’extérieur du pneu, mais il sera toujours visible sur l’intérieur de celui-ci.« [Le nom Wrangler] sera retiré du flanc du Goodyear du côté extérieur. Les clients des Broncos ne le verront pas à moins que leurs pneus ne soient détachés du véhicule et que le côté intérieur soit visible », a déclaré Schembari à la publication, ajoutant que le nom Wrangler ne pouvait pas être éliminé parce qu’il « fait toujours partie de la marque du marché secondaire [de Goodyear] ».Ford ne peut pas se permettre de donner à Jeep un crédit mal desservi en laissant le nom Wrangler à la vue, ce qu’il ferait, étant donné le nombre de Broncos qui porteront du caoutchouc Goodyear de 35 pouces. Les Wranglers seront de série sur le Bronco Wildtrak et disponible sur toutes les versions dans le cadre du groupe tout-terrain Sasquatch
L’équipe de marketing responsable du Ford Bronco travail déjà depuis un certain temps sur cet aspect, en effet sur le descriptif officiel du véhicule on peut y lire ((Goodyear ((Territory au lieu de Goodyears Wrangler …bien sûr, il n’est pas tout à fait surprenant qu’un grand constructeur automobile préfère que le nom de produit d’un grand rival ne soit pas visible sur son nouveau produit le plus en vogue. Étant donné que Ford est un client important pour Goodyear, il est logique de conserver le contrat et d’échanger quelques matrices dans l’usine. La sélection des fournisseurs pour l’unité construite en usine n’est pas une tâche facile, plusieurs facteurs de sécurité, de performance et de durabilité étant mesurés bien avant que la vision finale d’une voiture ne voie la salle d’exposition, ce qui rend cette demande de la 11e heure assez irrégulière. Ce n’est un secret pour personne que Ford a une cible particulière en ligne de mire pour le Bronco, mais cela ne semble pas être le genre de décision qui sera le pivot crucial des ventes de conquête.
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La raison pourquoi Ford na tout simplement pas choisi un autre fournisseur de pneu au lieu de faire modifier le flanc de ceux-ci nous est inconnu, et le type d’entente entre les deux aussi, mais ce qui est sûr c’est que l’équipe de marketing n’allait pas laisser passer une telle chose, reste à savoir si les propriétaires de Bronco continueront de porter des jeans Wrangler…
Beaucoup voyais l’arrivé du Ford bronco comme un compétiteur direct dans le monde du véhicule hors route. Monde dans lequel la compétition au fabricant Jeep étais assez rare. Bien que certain ne pourrons jamais admettre si un véhicule étais de taille à compétitionné, nous voyons l’arrivé d’un nouveau joueur dans un marché comme une très bonne nouvelle, qui permet souvent au joueur déjà en place de devoir innover et repousser ses limites face à la compétition. Mais qu’en est il vraiment ? Le mythique Bronco est -il vraiment un compétiteur du même niveau ? que dise les chiffres ?
Premièrement que veux dire etre un compétiteur, à mes yeux pour etre un compétiteur sérieux, pas besoin de nécessairement avoir 50% du marché mais bien d’offrir un produit qui offre un peu les mêmes avantages, qui peut prendre une part de marché considérable et qui peut faire passer un client d’un produit à celui de l’autre fabricant.
Les chiffres eux sont très clair, Lorsque nous comparons le quatrième trimestre 2021 au quatrième trimestre 2022 avec les chiffres d’un rapport d’AutoForecast Solutions, nous le constatons immédiatement. Au cours du dernier trimestre 2021, la Jeep Wrangler s’est vendue à 39 900 exemplaires tandis que le Ford Bronco s’est vendu à 24 819 exemplaires. En 2022, alors que la production commence enfin à suivre la demande, les ventes du Bronco augmentent non seulement de près de 24 %, mais réduisent l’écart entre les deux véhicules à 10,46 %. Fin 2022, le Ford Bronco s’est vendu à 30 670 exemplaires, contre 34 253 pour le Wrangler. Le Bronco a également terminé l’année 2022 en force, avec 10 412 unités vendues contre 11 874 pour le Wrangler.
Au début de l’année 2023, il semble que le Bronco va continuer à gagner du terrain sur le Wrangler et montrer que 2022 n’était pas un coup de chance. Tout d’abord, les ventes du Bronco ont augmenté par rapport à 2022, où il s’est vendu 8 101 unités, pour atteindre 10 170 unités en janvier 2023, soit une augmentation de 25,5 %. En comparaison, les ventes du Wrangler ont chuté de 30 % par rapport aux chiffres de 2022. Selon le Detroit Free Press, le Wrangler ne s’est vendu qu’à 10 173 exemplaires en janvier 2023, alors qu’il s’était vendu à 14 579 exemplaires l’année précédente. Stellantis ne communique pas directement les ventes de Jeep sur une base mensuelle.
Il s’agit là de deux chiffres stupéfiants pour chaque marque, surtout si l’on considère que Ford est toujours confronté à des problèmes de chaîne d’approvisionnement pour le Bronco. À la fin du mois de janvier 2023, les stocks de Bronco étaient en baisse de 17,7 %, avec seulement 13 000 véhicules prêts à être vendus, et la production était en baisse de 18,6 %, avec seulement 8 823 Broncos fabriqués, par rapport aux chiffres de décembre 2022.
Donc théoriquement, si Ford peut trouver un moyen de régler leur problème d’approvisionnement, il pourrait prendre la tête de cette course à long terme.
Mais il ne faut pas oublier un détail, la nouveauté est toujours attirante, on va devoir refaire cet exercice comparatif dans le futur. Ce que Jeep a réussi à créer avec la marque est plutôt une fidélité et un sentiment d’appartenance au produit. Les gens qui possèdent des véhicules jeep vont souvent en posséder plusieurs durant plusieurs années. Il s’agira de voir s’il en sera de même pour bronco.
In 1972 and in those years, Datsun, Lancia and even Porches were commonly seen at the starting line of FIA International Championship for Manufacturers to try to win the honors.
But no one expected to see a 5,000-pound 4×4 monster with its name written on the side: MOBY DICK I.
A man named Gene Henderson believed he could win with that 4×4 white whale. The driver wasn’t a beginner in car racing, holding a nice list of prizes. He won the 1963 Press on Regardless Pro Rally, finished fifth at the 1964 Monte Carlo Rally, won 10 of 12 National SCCA races in 1967, won at Monte Carlo, and won the Shell 4000 in 1968.
He believed it was possible to drive the rig to victory. Let’s not forget, the vehicle wasn’t ordinary, it was equipped with a Quadra-Trac system (4×4) which wasn’t common at all in car rallying. From the moment the vehicle was chosen, there was a very short window – about 2 months – to prepare the rig for that type of racing. Although the V-8 developed about 400hp and provided sufficient power, the problem was more around road handling and rebound when the vehicle hit bumps or any other obstacles, making it hard for the driver to keep it in control and save precious seconds.
The problem was fixed with the help of suspension manufacturer Monroe to optimize a suspension system better suited to this nearly 5,000-pound vehicle.
The two Wagoneers that had been prepared did their first race at the local Moonlight Monte Rally. They clashed in the service park beside Datsun 510, Volvo 240z, Ford Escort and even BMW 202. Many competitors joked about these two white elephants in the room. However, when they finished fifth and sixth, people quickly stopped making jokes and a lot of questions and surprise arose in competitors’ minds.
Although the white beast was much heavier than the other vehicles, a major asset came to play in its favour: an exceptional driver with his very personal way of driving.
Even if Henderson didn’t win this time around, the Jeep equipped with the Quadra-Tech system developed by Borg-Warner managed to do well. The team was satisfied with the results; after all they competed against nearly 80 vehicles and world-class drivers such as Europe rally champion Harry Kallstrom in over 300 stage miles of which most were run at night.
But in 1972, with a near perfect driving, even including a quick courtesy stop to check that another team stopped by the road was okay, Henderson arrived first at the finish line. Although the victory meant a lot and was a reason to celebrate for Henderson and Jeep, the event created a scandal and indignation for many.
It was said that the 4×4 system was an unfair advantage and even that the vehicle went against the spirit of rallies. This is probably why the FIA implemented a new rule in April 1973 banning 4×4 systems in vehicles taking part in their rallies.
But many European teams had seen what had happened, had paid attention to details, and had noted that 4-wheel drive wasn’t banned in SCCA Pro Rally. So there was a lot of development after that.
Later, Audi and Porche won honours with AWD system, but Jeep did it first.
Mr. Henderson was inducted into the Michigan Motorsports Hall of Fame.
En 1972 et dans ces années-là, il était commun de voir des Datsun, Lancia ou même des porches prendre place à la ligne de départ des Rallyes des constructeurs de la FIA afin d’essayer d’arracher les honneurs.
Mais personne ne s’attendait à voir se présenter au départ un monstre de 5000lb 4×4 avec sur le côté de la carrosserie l’inscription MOBY DICK 1.
Un dénommé Gene Henderson lui croyait pouvoir mener cette masse blanche 4×4 à la victoire. Et le pilote n’étais pas à ses débuts en course automobile un joli palmarès une victoire en 1963 de la presse on regardless pro-Rally, en 1964 il finira 5 iemme au classement de la Monte-Carlo Rally, en 1967 il emporte 10 des 12 courses de la nationale SCCA, il gagnera a nouveau la monte carlo, en 1968 il gagne la shell 4000.
Il croyait possible de mener ce bolide à la victoire, véhicule rappelons-nous hors norme et surtout menu d’un système quadra-trac (4×4) qui n’était pas du tout coutume dans le monde du rallye automobile. À partir du moment où le choix du véhicule a été fait ils bénéficiaient d’une très courte fenêtre afin de préparer le bolide pour ce type de course soit environ 2 mois. Bien que le v-8 qui développait environ 400hp donnait suffisamment de pouvoir au véhicule la problématique était plus du côté de la tenue de route ainsi que du rebond du véhicule lors qu’il frappait des bosses ou autre obstacle qui donnais du fil à retorde au pilote pour garder un bon contrôle de la machine et ainsi sauver de précieuses secondes.
Problème qui été corriger avec l’aide du fabricant de suspension Monroe afin d’optimiser un système de suspension mieux adapter à ce véhicule de prêt de 5000lb.
La première course des deux modèles de wagonner qui avait été préparé à eu lieu au Rallye local de Moonlight monté. Les deux exemplaires classaient dans le stationnement de l’événement au côté des Datsun 510, des 240z de Volvo, Ford escorte ou même bmw202. Plusieurs compétiteurs y sont d’ailleurs allés de moquerie envers les deux éléphants blancs de la pièce. Après un classement 5 et 6iemme par contre les plaisanteries on vite cessé et beaucoup de questionnement et de surprise on prit place dans l’esprit des autres pilotes.
Mais même si la bête blanche avait un poids nettement supérieur aux autres, un atout majeur venait y jouer en sa faveur un pilote exceptionnel avec une façon de conduire très personnelle à lui-même.
Même si ils n’avaient pas remporté cette manche la jeep munie du système quadra tech développé par Borg-warner a très bien figuré. Avec des pilotes de classe mondiale comme le champion de rallye d’Europe Harry Kallstrom, une course réunissant près de 80 véhicules qui se déroulaient sur 300 miles avec des étapes majoritairement de nuit l’équipe ne pouvait qu’être satisfaite des résultats.
Mais en 1972 avec un pilotage quasi parfait et même un court arrête de courtoisie afin de vérifier qu’une autre équipe arrêter en bordure de route était OK Anderson passe la ligne avec une victoire. Bien que celle-ci représente beaucoup et est une raison de festoyer pour Anderson et jeep l’évènement créa un scandale et indignation pour plusieurs.
On commence à entendre que le système 4×4 du véhicule est un avantage injuste pour les autres coureurs, on dit même que le véhicule va à l’encontre de l’esprit des rallyes automobiles. Ceci qui est probablement à l’origine du nouveau règlement que la FIA mettra en vigueur en avril 1933 soit d’interdire le système 4×4 dans les véhicules participant à leurs Rallyes.
Mais plusieurs équipes européennes avaient vu ce qui était arrivé, avait porté attention aux détails, et avait aussi noté que les 4roues motrices n’étaient pas interdites par SCCA Prorally. Il y a donc eu beaucoup de développement par la suite.
Par la suite audi et porche avec un système AWD on remporter des honneurs, mais, Jeep la fait en premier.
Mr Henderson sera d’ailleurs intronisé au Michigan motor speedway hall of fame.
Could it be the end of Moab? At the very least, Moab as we know it? One thing is for sure – big changes are proposed.
The Draft Environmental Assessment for the Travel Management Plan for the Labyrinth Rims/Gemini Bridges in Moab has been released. This is probably the most important travel management plan of the decade and will decide the fate of most of Moab’s most famous Jeep trails.
In the event that the extreme alternative was chosen, enthusiasts would no longer have access to some of Moab’s most famous trails, such as Hey Joe Canyon, Hell Roaring Canyon, Golden Spike, Gold Bar Rim, Rusty Nail, Day Canyon Point, Dead Man Point, Bull Canyon, Ten Mile Canyon, 3D/Mashed Potatoes Jeep trails, plus Dead Cow and Tubes motorcycle trails, as well as parts of Where Eagles Dare, Buttes and Towers, Wipe Out Hill, and 7 Mile Rim.
A group is encouraging the public to comment opposing alternatives B and C and supporting alternatives D or A, and asking the Bureau of Land Management (BLM) to keep all of the above-mentioned routes open instead of closing them.
Each motorized route in the Special Recreation Management Area (SRMA) will be examined for its purpose and need, and for the resource conflicts that it poses. The baseline is the travel plan from the 2008 Moab Resource Management Plan. Three other action alternatives will be proposed. A Preliminary Environmental Assessment will be offered to the public that discusses each of the four alternatives. This area is being examined because of a court settlement. On May 31, 2017, a settlement agreement was reached in the case titled Southern Utah Wilderness Alliance, et al. v. U.S. Department of the Interior, et al. This agreement has implications for travel and transportation efforts in the Richfield, Price, Moab, Kanab, and Vernal BLM field offices.
If the extreme alternative was chosen (not likely but possible), it would eviscerate the Easter Jeep Safari trail network and close at least portions of most of the renowned trails featured in guidebooks and motorized events.
Alternative C – called “balanced” or “multiple-use” (the one the BLM almost certainly intends to adopt) – seems unchanged since the preliminary alternatives were released a year ago. It would close 2/3 of Ten Mile Canyon, half of Hell Roaring Canyon, all of Mineral Canyon, an overlook on Dead Man Point, part of the Buttes and Towers safari trail, the 7-Up trail, and many other lesser known routes.
Alternative D is the pro-motorized. It offers the least amount of closures, but still closes part of the Buttes and Towers safari trail; eliminating the closure could make the alternative acceptable to motor vehicle users. Alternative A – no action – is the best, of course, but the BLM never goes for that one and always chooses an action alternative. So, alternative D is the only real option for motor vehicle users to support.
Motorized enthusiasts have rarely succeeded in getting environmental organizations to back out, hoping that their voices will be heard.
Serait-ce la fin pour MOAB ? Du moins MOAB de la façon qu’on le connaît ? Ce qui est sur c’est que de gros changements sont dans la mire.
Photo: GPS suspension 4×4
Un projet d’évaluation environnementale pour le plan de déplacement Labyrinth Rims / Gemini Bridges à Moab vient d’être publié. Il s’agit probablement du plan de gestion des déplacements le plus important de la décennie et il décidera du sort de la plupart des sentiers de Jeep les plus célèbres de Moab.
En effet dépendamment du plan qui saura adopter une des options ( plus extrême priverais les passionnés de certain de ses sentiers les plus connus tel que ; pistes Hey Joe Canyon, Hell Roaring Canyon, Golden Spike, Gold Bar Rim, Rusty Nail, Day Canyon Point, Dead Man Point, Bull Canyon, Ten Mile Canyon, et 3D / Mashed Potatoes Jeep trails, plus les Dead Cow and Tubes motocycle trails, plus des parties de Where Eagles Dare, Buttes and Towers, Wipe Out Hill, et 7 Mile Rim.
Photo: GPS suspension 4×4
Un groupe qui veut s’opposer incite les gens à ce prononcez contre les solutions B et C et en faveur des solutions D ou A, et de demandez au BLM de maintenir ouvertes toutes les routes mentionnées ci-dessous au lieu de les fermer.
Chaque itinéraire motorisé de la SRMA sera examiné en fonction de son objectif et de sa nécessité, ainsi que des conflits de ressources qu’il pose. La base de référence est le plan de déplacement du plan de gestion des ressources de Moab de 2008. Trois autres alternatives d’action seront proposées. Une évaluation environnementale préliminaire sera proposée au public et examinera chacune des quatre solutions. Si cette zone est examinée, c’est en raison d’un règlement judiciaire. Le 31 mai 2017, un accord de règlement a été conclu dans l’affaire intitulée Southern Utah Wilderness Alliance, et al.v U.S Department of the Interior, et al…. Cet accord a des répercussions sur les efforts de planification des déplacements et des transports dans les bureaux locaux du BLM de Richfield, Price, Moab, Kanab et Vernal.
Si cette alternative extrême était choisie (peu probable, mais possible), elle éviscérerait complètement le réseau de pistes du Jeep Safari de Pâques et fermerait au moins des parties de la plupart des pistes célèbres mentionnées dans les guides et les événements motorisés.
L’alternative C, dite « équilibrée » ou « à usages multiples » (celle que le BLM a presque certainement l’intention d’adopter) semble inchangée depuis la publication des alternatives préliminaires il y a un an, et fermerait les 2/3 du Ten Mile Canyon, la moitié du Hell Roaring Canyon, tout le Mineral Canyon, l’un des points de vue sur Deadman Point, une partie de la piste safari Buttes and Towers, la piste 7-Up et de nombreux autres itinéraires moins connus.
Photo: GPS suspension 4×4
La solution D est la plus favorable aux véhicules motorisés et comporte le moins de fermetures, mais ferme tout de même une partie de la piste safari de Buttes and Towers. Elle pourrait être acceptable pour les utilisateurs de véhicules motorisés si elle éliminait cette fermeture. L’alternative A, l’alternative sans action, est bien sûr la meilleure, mais le BLM ne la choisit jamais et choisit toujours l’une des alternatives d’action. La solution D est donc la seule option réelle à soutenir pour les utilisateurs de véhicules motorisés.
Rarement les passionnées de véhicules motorisés ont réussi à faire reculer des organismes environnementaux, en espérant que leur voix sera entendue
Le grand fabricant automobile allemand Volkswagen a annoncé qu’ils feront revivre un classique du hors route des temps anciens, mais cette fois …. électrique.
En effet la marque se concentrera sur un VUS moderne de la taille de l’Atlas de Volkswagen et un pick-up de la taille du Ridgeline de Honda, tous deux équipés de la même plate-forme électrique optimisée pour le tout-terrain et construite dans une usine américaine qui reste à déterminer.
Petit retour en arrière pour ceux qui n’auraient aucune idée de l’identité initiale du fameux Scout. L’International Harvester Scout est un véhicule tout-terrain produit par International Harvester de 1961 à 1980. Précurseur des VUS plus sophistiqués à venir, il a été créé pour concurrencer la Jeep, et il était initialement équipé d’un pare-brise rabattable. Le Scout et le Scout II de deuxième génération ont été produits à Fort Wayne, dans l’Indiana, en tant que camions à deux portes avec un toit rigide amovible et des options de toit intégral, de demi-cabine et/ou de capote.
Volkswagen a eu accès à l’arrière-catalogue de Navistar lorsque sa division de camions commerciaux, Traton Group, a fusionné avec Navistar l’année dernière. Et il n’en a pas fallu plus pour que le géant décide de faire renaître une vieille légende, à la saveur 2022.
Le COO de Volkswagen of America a déclaré que le petit nouveau serait de taille à s’attaquer au Rivian, mais à un prix tournant dans les 40 000$ US au lieu de 70 000$ pour son rival. Les gens du constructeur allemand n’ont pas l’intention de faire les choses à moitié avec une prédiction très ambitieuse de produire pas moins de 250 000 Scouts par an, avec un budget d’investissement total pouvant approcher le milliard de dollars.
Volkswagen est le deuxième constructeur automobile mondial en termes de ventes, derrière Toyota, mais n’est pas un acteur majeur aux États-Unis, avec une part de marché de 5 % seulement. La populaire ID.4 du constructeur lui a toutefois permis d’obtenir une part de 8 % du marché américain florissant des VuS.
Les dires sont prometteurs, mais la tâche sera ardue, un tel type de véhicule entre en guerre contre les marques telles que Jeep et le Rivian qui ne seront pas faciles à tasser. Plus de détails sont à venir d’ici le lancement prévu pour 2026, d’ici là qu’on aime ou pas le projet il est toujours à l’avantage du client d’avoir plus de choix. Plus de choix veut aussi dire plus de compétition et donc une obligation des fabricants d’offrir un produit de qualité.
Et vous, aimez-vous lorsque des fabricants essaient de faire revivre de belles légendes avec une recette un peu plus moderne, ou devrait-il les laisser reposer en paix ?
The great German car manufacturer Volkswagen has announced the revival of an old off-road classic, and it will be… electric.
The automaker will focus on a modern SUV the size of the Volkswagen Atlas and a pickup truck the size of the Honda Ridgeline, both equipped with the same electric platform optimized for off-road, and they will be manufactured in the USA in a factory to be determined.
For those who don’t know what the famous Scout initially was, here is a little history. The International Harvester Scout is an off-road vehicle produced by International Harvester between 1961 and 1980. A precursor of more sophisticated SUVs to come, it was created to make competition with the Jeep, and it initially had a fold-down windshield. The Scout and second-generation Scout II were made in Fort Wayne, Indiana, as two-door trucks with a removable hardtop and options of a full-length roof, half-cab, and/or soft top.
Volkswagen had access to Navistar’s back catalog when its commercial truck division, Traton Group, merged with Navistar last year. And that’s all it took for the giant to decide to revive an old legend, with a 2022 flavor.
The COO of Volkswagen of America said the newcomer will measure up to the Rivian, with pricing around US$40,000 compared to US$70,000 for its rival.
People at Volkswagen are not planning to do things by halves, with a very ambitious production set to no less than 250,000 Scouts per year, and a total investment budget of around a billion dollars.
Volkswagen is the world’s second-largest car manufacturer in terms of sales, behind Toyota, but is not a major player in the US with a market share of only 5%. However, Volkswagen obtained an 8% share of the US thriving EV market with its popular ID.4.
Statements are promising, but it will be a challenge as this type of vehicle will be fighting against the Jeep and Rivian brands, for instance, which won’t be easy to dislodge.
More details are to come by the launch planned for 2026. Meanwhile, no matter if you like the project or not, having more options is always an advantage for customers. More choices mean more competition and therefore an obligation on manufacturers to offer a quality product.
And you, do you like it when manufacturers try to revive nice legends with a bit of a more modern touch, or should they let them rest in peace?
Today I’m talking to you about a fairly unknown company that offers a service that is quite unusual. I’m presenting the Canadian company Aqualu Industries Inc.
The company, which has been in business for over 20 years, is in Kelowna, British Columbia. They specialize in manufacturing, welding, and fabricating aluminum parts; from the simple custom part for your vehicle such as a dash panel to the complete manufacturing of an all-aluminum tub for your Jeep TJ.
I spoke with Mr. Doucet at Aqualu Industries Inc. to find out more about the company and the different products and services offered.
4X4SETUP: Let’s start with a fairly simple question, for people who are not very familiar with aluminum, what do you think are the advantages of using this material for our vehicle?
AQUALU: The primary reason, of course, is that aluminum does not rust. Secondly, it is a much lighter material, so for competition vehicles, it is a considerable advantage. It is also stronger than steel if we compare lb to lb.
4X4SETUP: For which vehicle makes/models do you offer an all-aluminum tub?
AQUALU: The list is very long. Over the years we have completed several different projects, often Jeeps, Land Cruisers, Samurais, but also completely custom vehicles.
4X4SETUP: So, if I want to make a buggy and I can provide you with the 3D computer drawings of my project, can you make it?
AQUALU: Yes, we manufacture Jeep-style parts that are made to fit in buggies. Customization and assembly are done by the client.
4X4SETUP: Can you be more specific about the specs of the materials you use?
AQUALU: All our bodies are made of 5052 aluminum 5/32 (.156) thick. This is about 4 times thicker than the steel used in the original bodies. For accessories such as grills, fenders or tailgates, we use 5052 aluminum 1/8 (.125) thick.
4X4SETUP: Can we order the tub in parts and assemble it ourselves?
AQUALU: We only offer the assembled body as seen on our website. Only a few modifications are left to the customer.
4X4SETUP: Do you have an example of the difference in weight between an aluminum tub and an original tub for a vehicle like a Jeep for instance.
AQUALU: For example, our CJ7 body weighs 246lbs compared to 472lbs for the original body, and it is 60% to 80% stronger.
4X4SETUP: The famous question is, how much does a complete tub cost, approximately?
AQUALU: On our website, items are listed with their price, but we also have packages. Our most popular package is the FJ40 which is also the most comprehensive one we offer. For 1978 and older FJ40, it is about CAN$4,044 and it can go up to $15,000 depending on what the client wants. Here is a link where you can find examples of prices:
4X4SETUP: Does aluminum require a different painting process?
AQUALU: Yes, there are three options. In general, the first and the most popular is powder coating. The second requires two coats of different primer and finishes with automotive paint. Finally, we also have some customers who left the aluminum product as is and only buffed out the vehicle.
4X4SETUP: A favorite project in all these years?
AQUALU: After all these years several beautiful projects have seen the light here, but my favorite is probably our most recent project. The owner designed and built himself a completely custom vehicle with a 4-wheel independent and directional suspension, totally crazy.
Here is a short video of one of the company’s projects, a super FJ80
Nous vous avons déjà parlé des Monster Valves, produit qui vous permet de dégonfler vos pneus de façon très rapide. Mais pour certains le fait de devoir percer leur jante n’est pas envisageable.
Apex offre un produit qui vous permet de dégonfler vos pneus de façon très rapide aussi, mais cette fois avec un produit qui ne requière pas le perçage de vos jantes et qui sera compatible avec vos TPMS.
Quand on parle de rapidité de dégonflement on parle de dégonfler un pneu de grandeur 35 et de passer de 35PSI à 15 PSI en moins de 15 secondes. Un pneu 37 de 35 psi à 0 psi en 38 secondes. Ce qui est quand même bien comme chiffre
.Le produit s’installe sans percer vos roues. Il n’est pas conçu pour les roues d’origine par contre. Sinon presque toute autre roue offroad sera compatible. L’important est de connaître la profondeur du trou percer dans votre roue déjà en place pour le passage de la valve.
S’il est de moins de 0,6 pouce la valve Apex standard sera la bonne s’il est de plus que 0,6 pouce alors le modèle XLarge sera lui approprié.
En gros il s’agit d’un bon produit qui peu simplifier la vie à plusieurs. Reste à savoir si à long terme le seal de caoutchouc sera pas à changer tout les saisons. Mais pour l’instant on dirait bien une belle option pour le publique général du hors route.
Many people like to say they would go on adventures, they are real enthusiasts of Overlanding and off-road trips, but not many are as dedicated as Pierrette and Denis Robin.
When I found out about their extraordinary journey, I had no choice but to share their 40-year adventure in their 4x4s. To start with, this couple makes the story even more interesting. Pierrette and Denis come from a tiny village in Haute-Loire, France.
1st question: Can you give us an overview of your journey and countries visited?
We are Pierrette and Denis, and we live in a tiny village in Auvergne. For those who know us, we are the Robinlands.
In 1977, we bought our first Land Rover 109 Utility to renovate an old family house at an altitude of 1200 m (4000 ft) in an area that gets a lot of snow in winter and is often difficult to reach with the snowdrifts.
In the first years with the 109, we did a lot of 4×4 with a local club.
In 1982, once the renovations were done, the land was transformed into a “travel” version; it was arranged so that we could sleep in it. Overnights in inlets by the sea in Corsica, holidays wandering in the trails with our 4×4… We just loved it. Passion for off-road travels was born!
Countries visited:
Since 1982, with the family, we have always traveled by Land Rover: 109, Land Rover Turbo D modified into 300TDI, Defender 110 TDI, and Defender 130 TDI with an Ortec canopy camper which we still have. There are no criteria for choosing countries. At first, we chose closer places, and then with time, we wanted to discover more and explore a bit further.
From 1982 to 2005, we traveled during our holidays to countries that were easily accessible: England, Ireland, Romania, Hungary, Bulgaria, Sicily, Spain, Morocco, Mauritania, Algeria, Tunisia, Mali, Senegal, Libya, Turkey, Armenia, Georgia, Nagorno-Karabakh, Syria, Jordan.
From 2006 to 2008, many trips lasted longer (2 and half months): Eastern Europe, Ukraine, Russia, Mongolia, Central Asia, Kazakhstan, Africa with Burkina and, again, Mauritania and Mali.
In 2010 we retired and no longer had a return date, which allowed usto travel in South America from Ushuaia to Quito (Argentina, Chile, Bolivia, Peru, Paraguay, Uruguay, Brazil, Ecuador), in the Himalayas (China, Nepal, Pakistan, India), Southeast Asia (Laos, Cambodia, Malaysia, Thailand, Myanmar), Western Africa (Mauritania, Senegal, Guinea Conakry, Côte d’Ivoire, Ghana, Togo, Benin, Burkina, Mali).
The last trip was in the Middle East in 2019/2020 (shortened as we had to return to Pakistan and India): Iran, the United Arab Emirates, Oman, Saudi Arabia, Jordan, Israel.
2nd and 3rd questions – What is the best tip you can give to people who want to travel like you, and which equipment is essential when traveling by 4X4?
Preparation: When you decide to go on a trip, it is important to consider the seasons if you spend your time outside and sleep in your vehicle.
– As for mechanics, inspect the vehicle before leaving (although it does not prevent the unforeseen).
– Choose proper tires and good quality shock absorbers. We have been driving for many years with versatile tires (like Mud Goodrich) and high-performance shock absorbers (like Kony Heavy Track Raid) regardless of road conditions.
– Equip the vehicle according to your destination: additional diesel fuel tanks for the desert, engine heater, thermal protection for tanks, antifreeze lubricants and fuel for polar regions.
– Same for the canopy camper to protect yourself against hot or cold weather (like Wesbasto heater and gas heater).
– Some essential car parts (diesel fuel pump, stuff to repair the clutch, accessory belt) so that you don’t get stuck in remote places without breakdown service.
– Useful vehicle accessories: traction aid, Hi-lift jack (given you have lift points), winch if you travel alone. You can add diff guard, driveshaft and transfer case skid plates.
– Navigation systems (GPS or mobile apps like Maps.me).
Each additional pound put on the vehicle means less water, fuel, and food. Keep in mind that you need to limit the weight as much as possible.
4th question et 6th question – Did you encounter a challenge that made you think about abandoning the adventure? Did you have any issues with the vehicle?
Not huge problems – there is always a solution! But some bad memories and stressful moments:
– while the border was closed due to landmines, it was rather stressful to drive through smugglers’ trails in Mauritania/Sahara
– on a former Moudjeria/Atar trail (Mauritanian desert), we could not turn around as we didn’t have enough diesel, and we didn’t have GPS (it didn’t exist back then)
– we had a lot of adrenalin from Nouadhibou to Nouakchott when we had to drive on the beach. The smallest ocean tides in the year forced us to drive 200 km in water.
Few break downs on our trips
– the transmission on the 109 was stuck at a gas station in Marrakech, and we fixed it on the roadside with a thin cover
– an axle shaft broke in Kirghizstan. The most difficult was to find someone who could temporarily weld it while we waited for the part ordered by the internet
– the vacuum pump of the land was fixed at an Indian mechanic’s in Chandigarh (India)
– the cylinder head gasket was fixed in Ukraine with parts we ordered by the internet
– a clutch problem in Burkina – we had the replacement part in the land
5th question – Financially, how should couples like you get prepared?
We have been asked this question often. We made our first trips during our holidays and only visited countries we could easily go to in a month. We were only camping and did not spend on hotels and rentals. The living costs were low in most countries back then (Iran, North Africa, Lybia…), and diesel was almost free in some countries like Iran and Lybia. Maintenance and equipment are done by Denis, which is a huge advantage and a great way to save money. We were reasonable for everyday life, eating in restaurants and visiting sites without missing out.
Since we have retired, although our trips are longer, our pensions are sufficient. We spend less than if we were staying home.
7th question – What is your favorite place?
A lot of places, it is impossible to name only one. We have fond memories of meetings in those countries.
In terms of landscapes, countries around the Himalayas are on top: Tibet (China), Nepal, Pakistan, Iran, and Caucasia (Georgia, Armenia).
For a change of scenery: Bolivia, Peru, Ecuador, North African countries, Western Africa (Guinea, Benin, Togo, Mali, Burkina), Mongolia, Siberia.
As for making us feel welcome: Iran and Pakistan are on top, followed by Southeast Asia (Laos, Thailand, Cambodia, Malaysia…) and Saudi Arabia.
8th question – If you had to choose a song that makes you think of your trips, which one would it be?
This is the second one we have converted from ICE (internal combustion engine) to an all electric drive. The Samurai still has all wheel drive and the performance has increased, even at 115 Volts with an AC drive motor. Growing up on a farm in Iowa in the late 1970’s, we put a 283 Chevy motor in a 1941 Willies Jeep. We used that to pull hayracks or chasing cows over 640 acres. It was a great all around farm vehicle that we could take to town or on the dirt roads. Since moving to North Carolina in 2000 I connected with an Electric Vehicle group in the Raleigh area. That is when I got hooked on electric drive systems, the instant torque, the quiet ride, and most importantly – no gas. In 2010 Mike Rollins and I connected after doing independent electric conversion projects and in comparing notes, we shared many of the same experiences. Our shared experiences were good and some not so good. This is when Mike joined Green Cycle Design Group.
Our first conversion was a Factory Five 33 Ford Roadster in conjunction with Whitby Motorcars in Greensboro, NC. In 3.5 months, we built a blank chassis and body to an all electric drive.
Ford Roaster 1932
At that time Tesla was in its infancy and not a major player yet. Conversion companies were starting to take hold we were one that has survived the Tesla movement because we created four core EV components to simplify EV conversions. We invented an ignition board, 5-gauage instrument panel, lighting DOT board that has all DOT lights on individual circuits, and our own battery management system. Whitby’s employees gave us so much grief that it was board line insubordination. However, at the end of two weeks of driving time, they were fighting with each other to see who could back it out of the shop in the morning and drive it back into the shop at closing time. What a 180 turn. This roadster was the first ever EV on Charlotte Motor Speedway and yes with a top end of 140+ MPH we were keeping up with the bad boys. From that point on, we started looking for vehicles to start our conversion company. The Samurai was much like the 41 Willies I had in high school and as Paul Harvey would say, “Now the Rest of the Story”.
2: Explain us the steps of building the project, with photos in chronological order. You can of course talk about the challenges you had to face during the project.
What I tell everyone is to pick a vehicle that you will enjoy driving for the next ten years or more. There are benefits such as the lighter the vehicle the better the range but if you don’t like it upon completion, it won’t give you the satisfaction you were looking for. You will put in a good deal of time and skimping on things now will lead to a disappointing end result. Been there and done that too many times. The Samurai, for me, was a perfect choice as it gave me the freedom of an open top, doors or no doors, 4-wheel drive, light weight, small turning radius and an all-around great vehicle to drive back and forth from home to work. Simply plug in at night and ready for the 30 mile commute the next day.
First is to locate the right vehicle. My partner converted a 1980 S-10 to 144 Volts DC and used lead acid for the battery storage. Three years later we removed the lead acid batteries and replaced them with lithium cells. We dropped 700 pounds and with a similar amperage pack, we went from barely 40 mile range to a good 45 mile range so weight does make a difference. We will use the Samurai from this point on and the obstacles to watch out for will be explained and will be consistent with any vehicle conversion project. We look for factors like distance from front of transmission to front of vehicle to determine motor/controller type. Next is to examine the chassis for any rust or structural weaknesses. We always clean underneath and undercoat the belly. It is much easier to clean and undercoat when everything is stripped out. With our DOT light board, we remove all wiring from this vehicle and string new wires to make sure everything works properly and it eliminates a lot of confusion later on. Last will be to locate and remove the gas tank. Take plenty of measurements and on paper or CAD, layout the possible areas where batteries can be located.
After
Before
For the Samurai, we choose to use the 115V AC drive system due to limited space issues for motor/controller, additional batteries, and home designed circuit boards. Plus, spinning wheels wasn’t a big issue for us as efficiency and local transportation. The Samurai’s, at least in the 80’s, did not have computer controls for ABS brakes, etc. so we did not have to maintain a vehicle computer. This AC drive system runs 6800 rpm’s max and in keeping the manual transmission we only needed 2nd and 3rd gears. Reverse is nice but we could use the motor controller’s reversing function if we wanted. We just keep the manual reverse so it would limit the backing up speed. Using the motor controller reverse would allow the operator to back up in any gear and potentially go way too fast. If you choose a vehicle with an automatic, you will need to add a small pump to keep the torque convert running at 700 rpm’s – like that of a gas vehicle. Some controllers will allow for this function but it isn’t a practical way to operate an EV. Also, I enjoy the manual shifting and the freedom to pull things around or go rock crawling. Rock crawling with this setup is great because of the high rpm’s, low end torque, and standard high low 4-wheel and 5 speed transmission are a great setup.
Once the motor/controller drive system is committed to, you will need to make a template of the bell housing (or locate an off the shelf adapter) and drill holes, determine the distance from the splined shaft to the motor face. This takes time and can save you about $400 to $800 but will still cost about $400 to build. Purchase a lovejoy connector with 1-1/8” diameter keyed shaft. Bore one end to press fit the center piece of the clutch plate to keep the matching splines and tig weld this piece into the bored end of the lovejoy connector. The keyed shaft will slide over the motor shaft (make sure to order the motor this way). You may have to make a spacer plate that mounts to the bell housing and the motor face plate. I used 4” thick aluminum plate and my buddy waterjet cut the patterns. I did have to tweak one hole and perfect fit. The lovejoy connector (or figuring out how to adapt the clutch plate) is necessary as the instantaneous torque will wear out the splines from the clutch plate if the rubber spider is not present (or direct connect, been there done that too). Using motors that do not have regenerative breaking allows you to remove the clutch altogether. If you have regenerative breaking then a clutch plate setup should be used in order to shift gears. Use the rubber mounting pads from the ICE and build a bracket to mount to the motor face (opposite end of the output shaft). Mount the motor controller close to the motor so the maximum current draw is not lost in resistance of long cable connections.
Motor attached to the 4 thick aluminium Dc to Ac inverter
Battery selection is critical
Selecting the battery type, whether using lead acid or lithium is an expensive decision. Lead acid isn’t that much cheaper than lithium and the life span is considerably less. Advantages of lead acid batteries are you can get a battery from about anywhere, if you run empty – you can sit for about an hour and start back up again for a limp home situation, and they do not require battery management systems to keep them balanced. Cold weather can reduce range by as much as 40%, the lead acid choice requires 3X more space, and weight is about 3X heavier per kilowatt hour. Lithium cells can be acquired from salvaged wrecks or from conversion companies that stock lithium cells. You must read the specifications and understand what type of cell you can/should use. For EV use, you need a minimum 3C discharge capacity. This means that for 100 Amp hour capacity you can draw 300 amps constantly until the battery is discharged without damaging the cell. Most cells have a 10C for 10-15 seconds. If you have a motor controller that can deliver 600 amps to the motor then you would need a 200 Amp hour cell to prevent cell damage at wide open. While this is wide open, this rule of thumb works very well to allow your cells to breathe and reduce the chance for damage. When using lithium you MUST have a battery management system (BMS) that turns things on/off based on individual cell voltage. If one cell goes out of whack then the whole battery bank has the potential of following quickly. Don’t mean to scare anyone off but the BMS is what gives you the peace of mind all is good. Our experience is when using very good cells that you will not have much to worry about for the next 10 years. Once the battery type is chosen, check your measurements to see where you can install the cells. Watch for ground clearance and chassis depth. The Samurai is limited to battery locations. I removed the gas tank and cut out an area above the gas tank to insert a galvanized box that was about 12” wide x 13” deep x about 35” long. I was able to put 20 lithium cells in here at 100 Amp hour capacity. I cut out an area 12” x 12” x 13” deep between the transmission and left rear tire and transfer case. This housed another seven cells. We built a platform that went over the top of the motor/controller and housed all of our electronics and an additional nine cells. Totaling 36 cells at 100 Amp hours and connected in series (positive to negative throughout). Taking 36 cells X the nominal voltage of the LiFePO4 cells at 3.2 Volts X 100 Amp hours X 0.8 usable energy divided by 1000 will give you 9.2 kilowatts. For this vehicle we are looking at 3 miles per kWh or about 28 miles range. This worked for farm use but doesn’t have the range for driving back and forth to work. We stayed with this battery storage to make sure the whole system is working properly. We have since located a different cell that is smaller in size but we are also increasing our Amp hour capacity to 31 kWh or about 93 mile range. Adding more smaller and more powerful cells meant we had to build an additional battery box that is 15” wide X 35” long X 8” deep and it will fit perfectly behind the seats while still giving us some cargo capacity. The loss of room (for me anyway) and the gain of range was a win.
Front Battery compartment
Next is the sizing of the DC/DC converter. The converter is similar to that of a generator/alternator with an ICE. The DC/DC converter takes full pack voltage and converts it to 12.8 Volts or that of an auxiliary battery. This is to operate the lights and any other 12 Volt requirements. You have to add up all the possible 12 Volt draws such as lights, radio, contactors, etc. and then add about 20% for safety. The Samurai brakes are working about as well as the original system; however, if they were a bit stronger it would be nice. Because I know this I do take a little extra care and allow for a little less reaction time (not much less). The first Samurai I converted did require a vacuum pump and not sure what the differences were as they were both the same model year. The vacuum pump does require more amperage draw and will constantly turn on and off. It will suck down a lot of resources over the course of time. You may need to look at adding a vacuum booster to your braking system if it relied on the ICE to assist the brakes.
Back Battery pack
Heating and AC require major battery resources. Choosing the Samurai helped me with eliminating the need for air conditioning since we can remove the top and doors. If AC is a requirement you can order motors with double ended shafts and the controller choice has to be able to maintain 700 rpm’s to operate the AC while the vehicle is stopped at a stop sign or light and still provide cool air. Heating, on the other hand, is necessary to meet the highway safety standards. The heating system is primarily needed to defrost the windshield. Any additional heat for the Sammy would be wasted and hard to heat the whole cabin. Basically, dress in layers to keep warm. We plan to put a 4000 Watt inline water heater element into a reservoir and circulate through the existing Samurai’s ductwork. Some have put ceramic heaters in where the finned core was but 1500 Watts is not much to keep the occupants warm.
If it sounds intimidating it is on the first conversion. When we built our first there were several conversionist and they all put together packages. What they do is put together some basics such as motor, controller, converters, but leave out the little things that add up such as contactors, relays, wire, connectors, tools. By the time you get into the project and realize you are missing some things it can get very frustrating. Especially, when you find you are missing something order it and wait – then after installing that part you find out you are missing something else. It is the time element and unexpected costs that make your project start to feel like a money pit. At least until you take that first spin around the block and that electric smile makes it all worthwhile. I have attended several Cars and Coffees with different conversions and have always been well received. It is amazing how more power whether electric or ICE has that competitive edge and that competitive edge leads to a greater understanding of how we can progress together. Like back in the 60’s and 70’s ICE mechanics learned how to make Detroit build better vehicles – we now have a new breed of shade tree mechanics doing the same thing today and at a much faster pace. The one thing I do miss having grown up in the 70’s is the sound of power. When we raced our 33 Ford roadster at the dragstrip you could hear a pin drop in the stands. Everybody could hear the tires spinning and the smoke from the burnout but it was missing the noise factor.
3: Tell us where you are in the project and what you still have to do. You can include specs and data of the vehicle. What is your next project that you have in mind.
We are currently replacing the battery pack to make the Sammy more local friendly. Once this is accomplished we will license it again for the road. We have found that local driving requires about 80+ miles range. This allows for heating, AC, and having a little fun when applicable. Zero to 60 will be in the 8-9 second range which is better than the original ICE. Our roadster was one of the first to do 0-60 in 7.2 seconds and that was very impressive back then. We know how to beat that in less than 10 years through a combination of higher voltage and more AC drives instead of DC. AC drive systems can achieve 10,000 to 14,000 rpm’s and with the right gearing can achieve 0-60 times in less than 3 seconds. The development of our ignition system, our DOT lighting board, our gauges, and our battery management system have helped us make conversions simpler and the conversion process much quicker.
We already have another truck project where we have remove a Nissan Leaf drive system and plan to implement it in a Korean built pickup similar to the Ford Explorer truck version. Using the inverter and AC drive system we will have heat and AC from an air to air heat pump system. We will be putting 100 LiFePO4 cells with graphene into this system. This will give us about 300 miles range and about 10,000 cycle life from deep discharge to full charge. We expect this system to perform at least 10 years or longer.
